An electrical energy storage vessel

Abstract

The utility model discloses a kind of electric energy storage ships, the cargo hold area of the ship is divided into multiple independent battery compartments by several longitudinal bulkheads and transverse bulkheads;Each battery compartment includes one or multiple rows of battery pack assemblies arranged at intervals, and each row of battery pack assemblies includes multiple layers of battery packs arranged in vertical array. The utility model arranges battery pack in the whole ship cargo hold, which can make the energy storage capacity of the ship reach gigawatt level or above, support long-distance navigation, and also serve as a mobile energy storage station to output externally, solve the pain points of offshore energy scheduling, and have strong scene adaptability. The power-energy storage dual-function multiplexing improves the utilization rate of battery system and reduces the operating cost of the ship. The battery compartment is designed with standardized modules, which facilitates design, production, maintenance and repair, and reduces maintenance downtime. For battery pack failure in the independent compartment, an automatic trigger-type flooding system is designed to enhance safety.

Description

Technical Field

[0001] This utility model relates to the field of ship technology, and in particular to a new energy ship that stores electrical energy. Background Technology

[0002] As the global shipping industry advances its carbon reduction goals, traditional fuel-powered ships are facing policy restrictions and market elimination pressures due to their high pollution and energy consumption, making new energy ships the mainstream development trend. Currently, most new energy ships use small-capacity batteries or hybrid power systems, primarily for short-distance inland waterway transportation or port operations, and cannot meet the long-range and high-load requirements of long-distance maritime transport.

[0003] In the construction of the global energy internet, the demand for large-capacity mobile energy storage equipment has surged in scenarios such as offshore wind power and island power supply. However, most existing energy storage facilities are fixed-site and lack energy storage carriers that can be flexibly dispatched and transported across sea areas. Against this backdrop, ships that combine the dual functions of "endurance power" and "large-capacity energy storage output" have become a key direction for solving emission reduction in long-distance maritime transport and maritime energy dispatch.

[0004] Currently, existing new energy ships mainly have the following disadvantages: 1) Insufficient energy storage capacity: The total capacity of existing new energy ship batteries is mostly within the megawatt level, which cannot support the power demand of long-distance maritime voyages and the function of large-capacity external output.

[0005] 2) Single function: Existing ship battery systems only serve as power sources or as stationary energy storage devices, failing to achieve dual "power-energy storage" functions, resulting in low equipment utilization and poor economic efficiency.

[0006] 3) Low efficiency in compartment management: Battery compartments are mostly integrated designs without unified modular interfaces. Subsequent maintenance, expansion or replacement require a complete shutdown, which is complicated and time-consuming.

[0007] 4) Weak fault handling capability: If the battery pack experiences a thermal runaway or other fault, existing ships mostly use dry powder fire extinguishing or inert gas fire extinguishing, which cannot quickly stop the spread of the fault and is prone to triggering a chain reaction, resulting in insufficient safety.

[0008] 5) The cooling system is not suitable: Existing battery cooling mostly uses fresh water circulation or air cooling. Fresh water needs to be stored separately (increasing the ship's load capacity), and air cooling has low efficiency. The cooling system has high energy consumption and poor environmental performance. Utility Model Content

[0009] This utility model addresses the aforementioned problems existing in current new energy ships by providing an energy storage ship. By optimizing the layout of the ship's cabins and the arrangement of battery packs, it breaks through the current upper limit of ship energy storage capacity, achieving a large-capacity energy storage configuration with a total capacity of gigawatts. This enables the battery system to reuse its dual functions of power and energy storage, improving the equipment's economy and adaptability to various scenarios.

[0010] The technical solution adopted in this utility model is: An energy storage vessel, wherein the cargo hold area of ​​the vessel is divided into multiple independent battery compartments by several longitudinal and transverse bulkheads; each battery compartment includes one or more rows of battery pack assemblies arranged at intervals, and each row of battery pack assemblies includes multiple layers of battery packs arranged in a vertical array.

[0011] In the above scheme, the ship includes an engine room located at the stern, a forepeak tank located at the bow, a bottom ballast tank located at the bottom, and side ballast tanks located on the port and starboard sides. The cargo hold area is the area enclosed by the engine room, forepeak tank, bottom ballast tank, side ballast tanks, and deck.

[0012] In the above scheme, two rows of battery pack assemblies are arranged at intervals in each battery compartment, and the two rows of battery pack assemblies are respectively attached to the corresponding side of the compartment wall.

[0013] In the above scheme, two rows of battery pack assemblies are arranged laterally in each battery compartment, and the two rows of battery pack assemblies are respectively attached to the longitudinal bulkhead on the corresponding side.

[0014] In the above scheme, the two rows of battery pack assemblies in each battery compartment are respectively installed on the battery rack, and the battery rack is fixedly connected to the corresponding side of the compartment wall.

[0015] In the above scheme, the number of battery compartments satisfies the following condition: if any battery compartments of less than 20% of the total number of battery compartments are simultaneously damaged or filled with water, the ship will remain resistant to sinking.

[0016] In the above scheme, when multiple rows of battery pack components are arranged in the battery compartment, the interval between two adjacent rows of battery pack components forms an operation and maintenance channel; at least one mobile elevator is installed on the operation and maintenance channel.

[0017] In the above scheme, the total width of the maintenance channel is less than 40% of the width of the battery compartment.

[0018] In the above scheme, at least one water tank is set up on the operation and maintenance channel.

[0019] In the above scheme, two water pools are set up on the operation and maintenance channel, located at both ends of the operation and maintenance channel respectively.

[0020] In the above scheme, each battery compartment is equipped with an independent water injection and drainage system, which includes a water pump and a water pipe. The water pump is located inside the battery compartment, and one end of the water pipe is connected to a seawater tank, while the other end is located at the bottom of the battery compartment. The water pump injects seawater into the battery compartment.

[0021] In the above scheme, each battery compartment is equipped with an internal busbar and an external busbar. The battery packs inside the battery compartment are connected to the internal busbars via cables, and the internal busbars are connected to the external busbars via cables. The external busbars are used to connect to external charging and discharging connectors.

[0022] In the above scheme, the external busbar is installed on the deck.

[0023] In the above scheme, each row of battery pack components is installed on the battery rack, and each row of battery pack components is provided with an internal busbar, which is installed below the battery rack.

[0024] In the above scheme, the ship adopts an electric propulsion system, which is located in the engine room at the stern; the battery pack in the battery compartment supplies power to the electric propulsion system.

[0025] In the above scheme, each battery compartment is equipped with an independent seawater circulation cooling system. The inlet of the seawater circulation cooling system is connected to seawater, the outlet is connected to the cooling channel inlet of the battery pack, and the cooling channel outlet of the battery pack is connected to seawater.

[0026] The beneficial effects of this utility model are: 1. This utility model arranges the battery pack within the cargo hold area of ​​the entire ship, enabling the ship's energy storage capacity to reach gigawatt levels or higher, supporting long-range voyages. Simultaneously, it can serve as a "mobile energy storage station," addressing pain points in maritime energy dispatch and demonstrating strong adaptability to various scenarios. The dual function of "power-energy storage" increases the battery system utilization rate to over 60%, reducing ship operating costs and enhancing equipment economics and scenario adaptability.

[0027] 2. This utility model divides the cargo hold area into multiple independent battery compartments through longitudinal and transverse bulkheads. On the one hand, it facilitates modular design and management; on the other hand, it ensures that even if any battery compartment of less than 20% of the total number of battery compartments is damaged or filled with water at the same time, the ship will remain susceptible to sinking. At the same time, when the ship is filled with water, it will remain stable and not sink. This improves the utilization rate of cabin space and enhances the safety and susceptibility of the entire ship.

[0028] 3. In this utility model, the two rows of battery pack components in each battery compartment are arranged close to the longitudinal bulkhead. On the one hand, the longitudinal bulkhead can be used to fix the battery rack, so that the battery pack can remain firmly fixed even in severe sea conditions, avoiding the impact of rolling, tilting, vibration and other factors on the function of the battery pack. On the other hand, the interval between the two rows of battery pack components can be used to form an operation and maintenance channel, which is convenient for daily maintenance and emergency handling (such as battery pack fire).

[0029] 4. The battery compartment adopts a standardized modular design. The internal structure, battery pack arrangement, and external power supply and communication interfaces of each independent battery compartment are completely unified, supporting individual disassembly, maintenance, or expansion. The modular design facilitates design, production, maintenance, and repair, and can reduce maintenance downtime, lowering annual maintenance costs by 20%.

[0030] 5. Enhanced Safety: When a battery pack experiences a fire malfunction, the detection device will immediately sound an alarm and automatically cut off the circuit. A movable lifting mechanism will then transport the faulty battery pack to a water tank. Immersion treatment can prevent thermal runaway within 5 minutes, reducing the fault spread rate by 80% compared to existing fire extinguishing methods. Furthermore, each battery compartment is equipped with an independent water injection and drainage system. When the fire extinguishing of a single battery pack fails or multiple battery packs experience simultaneous fire malfunctions, the battery compartment can be filled with seawater through the water injection and drainage system, providing a second layer of safety protection.

[0031] 6. The seawater cooling system eliminates freshwater consumption and reduces the ship's load.

[0032] 7. Zero fuel consumption throughout the entire journey, zero carbon emissions during navigation; the seawater cooling system has no additional energy consumption, meeting global shipping carbon reduction targets. Attached Figure Description

[0033] The present invention will be further described below with reference to the accompanying drawings and embodiments. In the accompanying drawings: Figure 1 This is a longitudinal sectional view of the energy storage vessel in this embodiment of the present invention; Figure 2 This is a top view of the energy storage vessel in this embodiment of the utility model; Figure 3 This is a cross-sectional view of the energy storage vessel in this embodiment of the present invention; Figure 4 This is a schematic diagram of the battery compartment of the energy storage ship in an embodiment of this utility model.

[0034] In the diagram: 11. Engine room; 12. Forehead; 13. Bottom ballast tank; 14. Side ballast tank; 15. Deck; 16. Longitudinal bulkhead; 17. Transverse bulkhead; 20. Battery compartment; 21. Battery pack; 22. Maintenance access; 23. Mobile lift; 24. Water tank; 25. Internal busbars; 26. External busbars; 27. Busbar support frame; 31. Electric motor; 32. Propeller. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0036] like Figure 1-4 As shown, this utility model proposes an energy storage ship. The cargo hold area of ​​the ship is divided into multiple independent battery compartments 20 by several longitudinal bulkheads 16 and transverse bulkheads 17. Each battery compartment 20 includes one or more rows of battery pack assemblies arranged at intervals. Each row of battery pack assemblies includes multiple layers of battery packs 21 arranged in a vertical array.

[0037] It should be noted that the textual descriptions and view coordinates in this patent are as follows: (1) Lateral: along the width of the ship, i.e., the port and starboard sides of the ship; (2) Longitudinal: along the length of the ship, i.e., the bow and stern direction; (3) Vertical: along the depth direction.

[0038] In existing ships, the battery pack 21 is generally located in a separate compartment in front of the engine room, without utilizing the space in the ship's cargo hold for storage. This invention, however, places the battery pack 21 within the entire cargo hold, significantly increasing energy storage capacity. This allows the energy storage battery system to simultaneously serve as both a "ship's power source" and a "cargo storage outputter." During navigation, it supplies power to the ship's propulsion system; when docked, it outputs power to offshore wind power platforms, islands, and other similar locations via a dedicated interface. This invention divides the cargo hold area into multiple independent battery compartments 20 using longitudinal and transverse bulkheads 17. This facilitates modular design and management. Furthermore, by setting reasonable battery compartment sizes and quantities and conducting damage stability analysis, it ensures that even if any battery compartment up to 20% of the total number of battery compartments is simultaneously damaged or filled with water, the ship remains stable and does not sink. This improves both the utilization of cargo space and the overall safety and anti-sinking capability of the ship.

[0039] To further optimize the ship and maximize its energy storage capacity, this invention proposes a vessel comprising an engine room 11 at the stern, a forecastle 12 at the bow, a bottom ballast tank 13 at the bottom, and side ballast tanks 14 on the port and starboard sides. The cargo hold area is defined by the engine room 11, the forecastle 12, the bottom ballast tank 13, the side ballast tanks 14, and the deck 15. It should be noted that the bottom ballast tank 13 and the side ballast tanks 14 also serve as protective compartments.

[0040] In a further optimization, two rows of battery pack assemblies are arranged at intervals within each battery compartment 20, with the two rows of battery pack assemblies respectively attached to the corresponding side bulkhead. In a preferred embodiment, the two rows of battery pack assemblies are arranged at intervals along the lateral side and respectively attached to the corresponding side longitudinal bulkhead 16.

[0041] In each battery compartment 20 of this invention, two rows of battery pack assemblies are arranged close to the longitudinal bulkhead 16. On the one hand, the longitudinal bulkhead 16 can be used to fix the battery rack, so that the battery pack 21 can remain firmly fixed even in severe sea conditions, avoiding the impact of rolling, tilting, vibration and other factors on the function of the battery pack. On the other hand, the interval between the two rows of battery pack assemblies can be used to form an operation and maintenance channel, which facilitates daily maintenance and emergency handling (such as battery pack 21 fire).

[0042] In this embodiment, the cargo hold area is divided into 4 rows longitudinally and 4 columns transversely, forming 16 independent battery compartments 20. This ensures the ship remains stable and does not sink when any 3 or fewer battery compartments 20 are simultaneously filled with water. Each battery compartment 20 contains 2 rows of battery packs, and each row includes 39*16=624 battery packs 21, meaning the entire cargo hold can accommodate nearly 20,000 battery packs 21. High-energy-density, long-cycle-life batteries are used, with each battery pack having a capacity of 0.1MWh, resulting in a total battery capacity of nearly 2GWh, far exceeding the battery storage capacity of similar main-size ships.

[0043] Further optimization involves arranging two rows of battery pack components within each battery compartment 20 on battery racks on the left and right sides, with the battery racks fixedly connected to the corresponding longitudinal bulkhead 16, such as by welding.

[0044] Further optimization involves arranging multiple rows of battery pack components within the battery compartment 20. The spacing between adjacent rows of battery pack components forms an operation and maintenance channel 22 for installation, disassembly, and operation. At least one mobile lift 23 is installed on the operation and maintenance channel 22. The mobile lift 23, equipped with a robotic arm, can move along the channel 22 to assist in the installation, disassembly, and handling of the battery packs 21. The mobile lift 23 has lifting capabilities to meet the operational needs of battery packs at different heights.

[0045] Further optimization resulted in the maintenance passageway 22 having a total width less than 40% of the width of the battery compartment 20, achieving a space utilization rate of over 60% for the battery compartment 20 and maximizing the efficiency of the compartment space. In this embodiment, the battery compartment 20 is 7.5 meters wide, and the maintenance passageway 22 between the two rows of battery pack components is less than 3 meters wide. Further optimization involves installing at least one water tank 24 on the maintenance access channel 22. When a fire fault occurs in the battery pack 21, the detection device in the battery compartment 20 will immediately sound an alarm and automatically cut off the circuit. The faulty battery pack 21 will then be transported to the water tank 24 via a mobile lift 23, where the fire fault will be completely extinguished by immersion. Compared to traditional carbon dioxide and heptafluoropropane fire extinguishing methods, this method is more efficient and thorough in extinguishing the fire.

[0046] To further optimize the fire extinguishing efficiency, a water tank 24 is set at each end of the maintenance channel 22. When the battery pack 21 fails due to a fire, the battery pack 21 is moved to one of the water tanks 24 for rapid fire extinguishing based on the principle of proximity. The faulty battery pack 21 can be immersed in water within 5 minutes after the failure occurs.

[0047] Further optimization involves installing an independent water injection and drainage system (not shown in the figure) within each battery compartment 20. This system includes a water pump and water pipes. The water pump is located inside the battery compartment 20, and one end of the water pipe connects to a seawater tank, while the other end is located at the bottom of the battery compartment 20. Seawater is injected into the battery compartment 20 via the water pump. In the event of a single battery pack 21 failing to extinguish a fire or multiple battery packs 21 experiencing simultaneous fire malfunctions, the battery compartment 20 can be filled with seawater through the water injection and drainage system, providing a second layer of safety protection.

[0048] Further optimization involves arranging an internal busbar 25 inside each battery compartment 20 and an external busbar 26 outside each battery compartment 20; the battery pack 21 inside the battery compartment 20 is connected to the internal busbar 25 via cables, and the internal busbar 25 is connected to the external busbar 26 via cables, and the bundled components are connected to an external charging and discharging connector via the external busbar 26 for charging and discharging.

[0049] Further optimization: the external busbar 26 is installed on deck 15 via busbar bracket 27 (see...). Figure 1 This facilitates connection with shore-based joints.

[0050] In a further optimization, each battery pack assembly is mounted on a battery rack, and each battery pack assembly corresponds to an internal busbar 25, which is installed below the battery rack. In this embodiment, approximately 0.5 meters of space is reserved below the battery rack for arranging the internal busbar 25, ballast water pipes, and other lines and piping systems.

[0051] Further optimization involves the ship employing an electric propulsion system, located within the engine room 11 at the stern, comprising an electric motor 31 and a propeller 32. A battery pack 21 within the battery compartment 20 powers the electric propulsion system. The wiring of the battery pack 21 within this compartment is routed to the distribution board, transformer, electric motor 31, and propeller 32. The battery pack 21 powers the electric motor 31, thereby rotating the propeller 32 and propelling the ship forward. Therefore, the energy storage battery system of this invention can function as both a power source and an energy storage system for external discharge, achieving dual-function reuse.

[0052] Further optimization involves installing an independent seawater circulation cooling system within each battery compartment 20. The inlet of this system is connected to seawater, and the outlet is connected to the inlet of the cooling channel of the battery pack 21. The outlet of the cooling channel of the battery pack 21 is also connected to seawater. This invention employs a direct seawater circulation cooling solution. After filtration, the seawater is introduced into the cooling channel of the battery pack 21, absorbs heat, and is then directly discharged back into the sea, eliminating the need for additional storage of cooling media and reducing energy consumption.

[0053] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An energy storage vessel, characterized in that, The cargo hold area of ​​the vessel is divided into multiple independent battery compartments by several longitudinal and transverse bulkheads; each battery compartment includes one or more rows of battery pack assemblies arranged at intervals, and each row of battery pack assemblies includes multiple layers of battery packs arranged in a vertical array.

2. The energy storage vessel according to claim 1, characterized in that, The vessel includes an engine room located at the stern, a forecastle at the bow, a bottom ballast tank at the bottom, and side ballast tanks located on the port and starboard sides. The cargo hold area is the area enclosed by the engine room, the forecastle, the bottom ballast tanks, the side ballast tanks, and the deck.

3. The energy storage vessel according to claim 1, characterized in that, Two rows of battery pack assemblies are arranged at intervals in each battery compartment, with the two rows of battery pack assemblies respectively attached to the corresponding side of the compartment wall.

4. The energy storage vessel according to claim 3, characterized in that, Two rows of battery pack assemblies are arranged laterally in each battery compartment, with the two rows of battery pack assemblies respectively attached to the longitudinal bulkhead on the corresponding side.

5. The energy storage vessel according to claim 3, characterized in that, The two rows of battery pack assemblies in each battery compartment are respectively mounted on battery racks, which are fixedly connected to the corresponding side of the compartment wall.

6. The energy storage vessel according to claim 1, characterized in that, The number of battery compartments is such that if any battery compartment, less than 20% of the total number of battery compartments, is simultaneously damaged or filled with water, the vessel remains resistant to sinking.

7. The energy storage vessel according to claim 1, characterized in that, When multiple rows of battery packs are arranged in the battery compartment, the interval between two adjacent rows of battery packs forms an operation and maintenance channel; at least one mobile elevator is installed on the operation and maintenance channel.

8. The energy storage vessel according to claim 7, characterized in that, The total width of the maintenance channel is less than 40% of the width of the battery compartment.

9. The energy storage vessel according to claim 7, characterized in that, At least one water tank is installed on the maintenance channel.

10. The energy storage vessel according to claim 9, characterized in that, Two water tanks are installed on the maintenance channel, located at opposite ends of the channel.

11. The energy storage vessel according to claim 1, characterized in that, Each battery compartment is equipped with an independent water injection and drainage system, which includes a water pump and a water pipe. The water pump is located inside the battery compartment, and one end of the water pipe is connected to a seawater tank, while the other end is located at the bottom of the battery compartment. The water pump injects seawater into the battery compartment.

12. The energy storage vessel according to claim 1, characterized in that, Each battery compartment has an internal busbar and an external busbar. The battery packs inside the battery compartment are connected to the internal busbars via cables, and the internal busbars are connected to the external busbars via cables. The external busbars are used to connect to external charging and discharging connectors.

13. The energy storage vessel according to claim 12, characterized in that, The external busbar is installed on the deck.

14. The energy storage vessel according to claim 12, characterized in that, Each battery pack assembly is mounted on a battery rack, and each battery pack assembly is provided with a corresponding internal busbar, which is installed below the battery rack.

15. The energy storage vessel according to claim 1, characterized in that, The vessel employs an electric propulsion system, which is located in the engine room at the stern; the battery pack in the battery compartment powers the electric propulsion system.

16. The energy storage vessel according to claim 1, characterized in that, Each battery compartment is equipped with an independent seawater circulation cooling system. The inlet of the seawater circulation cooling system is connected to seawater, the outlet is connected to the inlet of the cooling channel of the battery pack, and the outlet of the cooling channel of the battery pack is connected to seawater.

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